Pneumatic railway



(No Model.) 3 Sheets-Sheet 2. E. L. SH.ARPNECK'& J. W. BAILEY.

PNEUMATIC RAILWAY.

No. 449,594. Patented Mar. 31, L891.

3 V k mlnlllllrt zvlulllrl II III II (No Model.) 3 Sheets-Sheet 3 E. L. SHARPNEOK & J. W. BAILEY. PNEUMATIC RAILWAY.

No. 449,594. Patented Mar. 31, 1891.

Invert/tom UNITED STATES PATENT OFFICE.

ELIEL L. SHARPNECK AND JOHN W. BAILEY, OF DENVERQCOLORADO.

PN EU MAT IC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 449,594, dated March 31, 1891.

Application filed May 4, 1888. Renewed August 30, 1890- Serial No. 363,468. (No model.)

To all whom it may concern.-

Be it known that we, ELIEL L. SHARPNEOK and JOHN W. BAILEY, citizens of the United States, residing at Denver, in the county of Arapahoe and State of Colorado, have invented certain new and useful Improvements in Pneumatic Railways, of which the following is a specification, reference being had to the accompanying drawings, and to the letters of reference marked thereon.

The object of our invention is to provide a pneumatic system for the purpose mentioned, which shall admit of the charging of the reservoirs mounted upon the cars with compressed air, as desired, whether the cars are in motion or stationary. This object we accom plish by providing contiguously to the line of the track an air-pipe constantly charged with compressed air, the said pipe having a valve with which a valve depending from the car and arranged in the inlet-pipe of the carreservoir shall be caused to make contact, and thus establish communication between the line-pipe and the car-reservoir, and admit compressed air to the latter. The valve attached to the line-pipe is made capable of a sliding motion parallel to the line of track, so that on contact being effected between it and the car-valve the car may continue to move during such contact, an air-channel being made or opened between the line-pipe and the car reservoir. The line pipe connects at a central or terminal station with air-receivers (forming no part of our present invention) for cooling and regulating the temperature of the air compressed into them by the local compressors. The line-pipe at certain stations along the track or at selected intervals is provided with the sliding valves referred to, each connecting with the line-pipe by a rubber coil of hose, (or the connection may consist of a metal jointed extensible or contra ctible pipe,) so constructedandarranged that upon the valve being brought in con tact with the valve-face of the inlet-pipe depending from the car-reservoir the reservoir. may be supplied withcompressed air while the car is in motion, a sliding movement parallel with the track and coincident with that.

of the attached car being allowed the linepipe valve.

The air-reservoir of the car may be located under the floor or seats or in the roof, or elsewhere, and provided with an airgage, and it must connect with the motor or driving mechanism of the car. It may be well, while the result can, as stated, be effect ed while the car is in motion, to supply. the car-reservoir with air at points or stations on the line of the road where stops are most usually made, the linepipe being, of course, provided with a valve at each of such points. The line-pipe valve may, however, be made stationary and the sliding valve placed on the car.

We have found it advisable to use in connection with the line-pipe an extra storage air-receiver at each of the supply-stations, or to place such receivers at short intervals apart regardless of the stations. These may, if desired, be used with means additional to those mentioned for cooling the air, the temperature of which is, as is known, heightened by the compression. It has been found that when cooling-receivers are used the loss from heat expansion, leakage, friction, &c., will not exceed ten to fifteen per cent. If the air is compressed five atmospheres, it shows seventy-three pounds pressure per square inch, the temperature being increased a'little over five times-that is to say, if the air is when received into the compressor, it will indicate 300 in'the receiver. This fact is mentioned to show the advisability of the use with our invention of cooling devices in sum mer, and that the heat can be utilized for warming the cars in cold weather. I

To prefer to, place the supplystations (by which term we shall designate the stations at which the compressed air is supplied to the car-reservoirs).at street-crossings, where the cars generally stop to let off and take on passengers. Such stations should be from onefourth to one-half a mile apart. By locating them at short distances apart the pressure on the car-reservoir may be maintained more evenly and ahigh pressure rendered unnecessaryresults much to be desired, although it is designed to give to each car-reservoir a capacity enabling it to provide power to propel the car at least twice or more times the distance between the supply-stations.

We contemplate the construction of a m;

tor-car having in it sufficient reservoir capacity to allow it to draw a train of cars, although each car of the train may also be furnished with its own reservoir, or its own reservoir and motor, so as to be self-propelling betwen the supply-stations. The motorcar is specially designed for use in crowded thoroughfares, on elevated roads, &c.

In the accompanying drawings, Figure 1 is a plan of a part of our system, showing particularly the arrangement at supply-stations. Fig. 2 is a plan, partly in section, at one sta tion. Fig. 3 is a transverse section on line 00 SI; of Fig. 2. Figs. i, 5, 6, and '7 are details. Figs. 8, E), and 10 show modifications hereinafter described. Fig. 11 is a broken view of a portion of a car adapted for use with our system, together with the motor in section. Figs. 12 and 13 are details hereinafter referred to.

Similar letters of reference indicate similar parts in the respective figures.

AA represent the car-track resting upon ties a. A cast-iron box or trough C is sunk below the surface of the street, resting upon sills b, so that its top is about level with the top of the ties or street. The box 0 extends, preferably, the entire length of the track, being made in sections of suitable length. The cover of the box 0 is for the most part solid with it, as shown in section in Fi 4, and is provided with a continuousslot b. At each of the supply-stations an addition 0 is made to the continuous box 0, a cross-section of said addition being shown in Fig. 3. This addition forms a box or trough of a length about equal to the movement which the car may be expected to make during the time itis being replenished with compressed air at the supply-station at which the box is 10- catedsay ten to twenty feet in length. The top a of the box 0 and the hinged lid a of the addition C are made heavy enough to withstand all traflic over them. The box 0 and addition 0 may serve to support the ties a, as shown in Figs. 3 and at.

E is the line-pipesay about six inches in internal diameter-which is kept charged with compressed air by suitable means. (Not shown.) At suitable distances apart the extra storage air-receivers E, before referred to, are placed in communication with the pipe E.

A valve f is adapted to slide in the side a of the box 0 wherever an addition 0' is provided, or, in other words, at each supply-station. V or other shaped seats a are made in the said side, the upperand lower edges of the valve f being made of corresponding shape, as shown in Fig. 3. A smooth round wooden or iron bar or pipe 0 is placed longitudinally of and within each addition C, and around the bar is wound a coil of rubber hose G, connecting with the line-pipe E at e and with the sliding valvef. The hose G is coiled loosely around the bar 0, so as to allow a certain longitudinal movement of the valve f upon it without producing tension upon the hose. The hose is wrapped with wire sufficiently close to protect its wearing parts. The side 0' of the addition 0' is provided with a slot 0 having a length equal to the length of the V-shaped seats a, through which slot 0 the hose G passes. On the inner surface of the side a of the box 0 a longitudinal proj ection or raised portion g is cast or secured, as shown in Figs. 2 and 3, its ends being inclined, as at g.

The car is represented in Figs. 3 and 11 by H, its air-reservoir being shown by h. The location of the air-reservoir is, as hercinbefore stated, immaterial. From the air-reservoir h depends the air-inlet pipe 7,which passes through-the slot b of the box 0, and moves therein continuously with the travel of the car about in the manner that the grip runs in the slot of a cable road. The tube i is U- shaped at its lower end to allow water, mud, and drippings from the street to collect upon and fall from it. The upper end of the short arm of the U is closed. The sliding valvef is furnished with an inwardly-opening valve 70, having a stem 7". The outer face of the valve is provided with a double bevel or incline W, as shown in Fig. 3, the short arm of the U-shaped end of the pipe 11 being provided with a face 7; of corresponding shape, the said faces being perforated, as shown at Z Z, the stem of the valve passing through the perforation Z. The pipe 2 by reason of its length has sufficient elasticity to allow it to move slightly to and from the sliding valve f, and in order to bring the two faces k lo together, means are employed to spring the pipe toward the face it". The means preferably employed consist of the longitudinal projection or raised portion 9 of the box 0 and an extension or lug g on the pipe i, which parts, when brought together by the movement of the car toward the supply-station, will on contact being made force the free end of the pipe i and its beveled face 7.; against the correspondingly shaped face 7.; of the sliding valve f.

The V-shaped seat a. is provided at each end with a spring-catch m, (see particularly Figs. 7 and 13,) oneof which holds the sliding valve f when it is first engaged by the face of the pipe '6, the valvef being provided with a recess m near each end, into which the spring-catches m enter, the other catch at the opposite end of the V-shaped seat holding the valve f after it has been carried to the extent of its travel by the movement of the car. The mode of engagement is shown in Fig. 7. If a single track is used for up and down travel, the valve remains held by one catch where it has been left-say by an up caruntii it is moved to the other catch by a down car. If 'a double track is employed, the

valve on having reached the end of its travel and been released from contact with the pipe 2 may be returned to its normal position by IIO a spring or weight, as shown in Fig. 6. The inclined ends of the projection or raised portion 9 are designed to facilitate the riding up of the lug g thereon. The two faces 10 k of the pipe and valve, respectively, having been brought together, the boss or projection g within the pipe 1' will act upon the stem is of the valve f, so as to push it into the valve against the pressure of the air. whereupon a communication is at once established between the line-pipe E and the air-reservoir h of the car. The loose coiling of the hose around the bar 0 allows the sliding of the valve without producing any tension upon the hose G, and on the completion of the act of replenishing air to the car-reservoir the contact between the faces'of the pipe 2' and valve f, respectively, is broken by the lug g reaching the termination of the projection g, whereupon the lug slips down the incline g at that end of the projection, allowing the pipe to assume its normal vertical position, in which it remains until by the onward movement of the car it reaches the next supply-station.

The operationwillbeapparentfromthe foregoing description of the apparatus, the linepipe being kept constantly charged with compressed air by compressors of approved char: acter, forming no part of our present invention. The inlet-pipe of the moving car is made to connect automatically with the valve of the supply-station, which is opened by the contact, and at the same time slid along to the limit of the movement allowed,when the contact is automatically broken, the car-reservoir having been charged or replenished during the time of contact. It is of course seen that when contact has been once established by the movement of the car to the supply-station the car need not continue its movement, but may be stopped and the charging or replenishing go on, as described.

The inlet-pipe is provided with an ordinary check-valve (not shown) to prevent cape of air from the reservoir.

Figs. 8, 9, and 10 show modifications referthe esring to a system in which the slot b extends only about the length of each supply-station. Here the slot 1) is enlarged at each end, as at 11 This enlargement is sufficient to permit the entrance of the wheels of other vehicles, and the slot is therefore provided with an automatic cover it, which is held in place by lugs 01'. The cover, after having been moved from the slot by the approach of the car, is forced back to cover the opening bysuitable springs of. In this case the pipe 2' is lowered from the car when the supply-station is reached, the pipe being hinged to the air-receiver or to a pipe-extension thereon, as shown in Fig. 12.

Referring to Fig. 11, which shows the car with its motor, air-reservoir, &c., adapted to be used with our system, B B show the wheels of the car. D is the motor, having connection with the air-reservoir h by means of the pipe 0. The motor is preferably mounted between the wheels, as shown, and may be of the rotary or other type. The motor must, however, be of a description enabling it to perform the functions hereinafter referred to and to be capable of ready reversal. Depending from the air-reservoir h is the pipe 2', before described as constituting the means of connection between the air-reservoir h and the line-pipe E. Fig. 11 shows the motor with its valve and lever connections, a quadrant p, with notches p for advance and reverse mo tion, and a central notch 10 for use when the car is to be stopped.

The motor not only serves to propel the car, but also as an air-compressor brake when the momentum of the car is to be checked or its motion stopped. Thus if the car is advancing, propelled by the motor, as shown in Fig. 11 by the arrows, the car may be stopped by throwing the lever over, so as to be engaged with the other notch 19 thus causing the air to be forced back into the air-reservoir h. The same braking action maybe employed in coming down grades, thus utilizing the momentum in storing up the compressed air.

.The air-reservoir 72. may be made about eighteen feet long, seven feet wide, and one foot deep. An air-reservoir of this capacity contains about one hundred and twenty cubic feet of space, or two hundred and seventeen thousand seven hundred and twenty-eight cubic inches. Supposing each revolution of the motor to require forty-one cubic inches, and that four revolutions of the motor are needed to give the car-wheel (having a diameter of thirty-three and one-third inches) one revolution,the car will travel eleven thousand and fifty-eight feet to exhaust sixty pounds of pressure and eighteen hundred and fortythree feet to exhaust ten pounds of pressure. Thus on carrying sixty pounds down to fifty pounds the supply-stations for renewing the lost pressure should be eighteen hundred and forty-three feet apart.

The car is applicable for surface or elevated railways, and may be used as a motor-car for drawing a train of other cars, (its capacity being of course proportionate to its requirements;) but it may also constitute a single self propelling passenger-car. A perfectly safe pressure of from sixty to one hundred pounds can be readily carried, and the advantages attending the propulsion of a car with the air-reservoir having so low a pressure can only be attained by using supplystations at short intervals apart, as in our system.

The general advantages of a pneumatic system of railway are apparent. There is no loss from condensation as in the use of steam, and none of the dangers incident to the employment of steam or electricity. There is no escaping steam to frighten horses. By use of our system a good ventilation may be afiorded from the escaping air in summer and an agreeable warmth in winter. A pneumatic system may, in brief, be said to show a less percentage in loss of power than any other system. Oars thus operated are capable of making a high rate of speed in the suburbs and of being run as slowly as horsecars in crowded streets.

Any system in use can be readily transformed into a pneumatic system according to our invention. A horse-car track need only to have a line-pipe placed outside or inside its track with supply-stations located at the necessary intervals apart. The box or trough, with its grip-slot, of a cable-road could be well utilized for the purpose in view, and any description of cars can be changed and supplied with air reservoirs and motors at a comparatively slight expense.

\Ve disclaim, broadly, the arrangement of a pipe-line contiguous to the track and constantly charged with compressed air, said pipe being provided with valves adapted to connect with filling devices upon the car; but,

Having described our invention, we claim 1. In a pneumatic-railway system, a linepipe constantly charged with compressed air and placed contiguous and parallel to the cartrack, a supply-station in connection with said line-pipe, a valve placed at and adapted to slide or travel throughout its entire length of movement longitudinally of and parallel to said station and provided with an interior valve constructed to be closed by the pressure of the air, a flexible tubular connection between said sliding valve and the line-pipe, combined with a car-reservoir and a'pipe depending therefrom, having a lower valve-face adapted to be brought by the travel of the car in contact with the sliding or retreating valve, whereby communication is established between the line-pipe and car-reservoir for the charging or replenishing of the latter with compressed air, substantially as specified.

2. In a pneumatic-railway system, a box arranged contiguously to and the full length of the track and having a continuous slot, connecting supply-stations at suitable distances apart, a line-pipe, a sliding valve at each of said supply-stations, and a flexible connection between the said line-pipe and valve, combined with a pipe depending from the car-reservoir and extending within the slot and having a valve-face adapted to make contact with and on such contact open the sliding valve, and means for bringing said pipe and sliding valve in and out of contact, substantially as set forth.

3. In a pneumatic-railway system, a linepipe and a connecting supply-station, combined with a sliding valve at said station, a flexible coiled-hose connection between said valve and line-pipe, and a bar or rod upon which the hose is adapted to slide, substantially as set forth.

4. In a pneumatic-railway system, a linepipe, a supply-station, a valve adapted to slide throughout its entire length of move-- ment longitudinally of and parallel to said station and containing an interior valve closing with the pressure from the line-pipe, and a flexible sliding connection between the linepipe and said valve, combined with a pipe depending from the car-reservoin'having a face adapted to come in contact with the sliding valve and on contact therewith to open the interior valve, substantially as set forth.

5. The combination of the line-pipe E, addition 0', having the slot 0 the sliding valve f, the bar or rod 0, and the coiled hose or flexible connection G, substantially as set forth.

6. In a pneumatic-railway system, the continuous box 0, having the slot 1), the addition 0', sliding valve f, line-pipe E, and flexible connection G, combined with the pipe 2', having a valve-face and a lug g and the projection g, having the inclined ends g, substantially as set forth.

7. In a pneumatic-railway system, the linepipe E, extra storage air-receiver E, addition C, sliding valve f, adapted to move throughout its entire length of movement longitudinally of and parallel to the line-pipe at the station, and flexible sliding connection G, combined with the pipe i, having a face adapted to make contact with that of the valve f, an open and interior valve, thus opening com munication between theline-pipe E and pipe 6, and means for automatically making and releasing such contact, substantially as set forth.

8. In a pneumatic-railway system, the valve f, adapted to slide in a seat a throughout its entire length of movement longitudinally of and parallel to the line-pipe at the station, and a catch at each end of the seat, combined with the pipe 2', having a valve-face adapted to make contact with the face of the valve f, and means for automatically causing and releasing such contact, substantially as set forth. 9. In a pneumatic-railway system, the continuous slotted box 0, combined with additions 0, both adapted to be secured to or to secure the ties of the track, substantially as set forth.

10. The slotted box 0, having the addition C, separated therefrom by the partition or side a combined with the valve f, sliding in seats in said side, the flexible connection G, and the line-pipe E, substantially as set forth.

11. In a pneumatic-railway system, the valve f, adapted to move throughout its entire length longitudinally of and parallel to the line-pipe at the station and to slide in a seat a having a catch at each end, combined with a flexible tubular connection between the valve and line-pipe E, and with the pipe 7; having an operative valve-face for making contact with and opening the valve f, and means for causing and breaking such contact, substantially as set forth.

12. The combination of the line-pipe E, extra storage air-receiver E, flexible sliding connection G, valve f, adapted to inove throughout its entire length longitudinally of and parallel to the line-pipe at the station, and earprovided to admit of the examination of said 10 valve. I

In testimony whereof we have hereunto set reservoir inletrpipe '5, substantially as set our hands and seals. forth.

13. The addition 0, having the side or partition a provided with seats for the va1ve f, combined with said valve and its flexible tubular connection, and the hinged cover a ELIEL L. SI-IARPNEOK. [L. s.] JOHN W. BAILEY. LL. s] Witnesses:

JOHN HIPP, F. S. TEscH. 

